Beech 76 accident near Oshkosh, Wisconsin, March 9, 2018
On March 9, 2018 at about 8:30 pm local time, a 1980 Beech 76, registered N969RA, was substantially damaged in an accident during landing (flare/touchdown) near Oshkosh, Wisconsin (Wittman Rgnl airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to extend the landing gear and the flight instructor’s failure to ensure that the landing gear were extended during landing. Contributing to the accident were the pilot’s and the instructor’s improper use of checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 2018 · about 8:30 pm local time
- Place
- Oshkosh, Wisconsin · Wittman Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 76 NO SERIES, built 1980 · all 76s on the register
- Registration
- N969RA · registry record · serial ME-317
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that he was providing multi-engine instruction to a private pilot who held a single engine airplane rating; the airplane had retractable landing gear. During the pilot's first simulated engine failure, single-engine approach to land, he did not extend the landing gear, and the flight instructor did not verify that the landing gear were extended. During the approach, both pilots heard the landing gear warning horn but disregarded it because of the nature of the maneuver. The airplane touched down on the runway with the landing gear retracted. The airplane sustained substantial damage to the lower fuselage. According to the Airplane Flying Handbook, page 1-6 Use of Checklist: The importance of consistent use of checklists cannot be overstated in pilot training. A major objective in primary flight training is to establish habit patterns that will serve pilots well throughout their entire flying career. The flight instructor must promote a positive attitude toward the use of checklists, and the student pilot must realize its importance. The pilot reported that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Abnormal runway contact during landing (flare/touchdown) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Not used/operated
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Instructor/check pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Instructor/check pilot
- Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
- Aircraft › Aircraft systems › Landing gear system › Gear position and warning › Related operating info
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 8,001 hours in all; 420 in this make and model; 44 in the last 90 days; 14 in the last 30 days; 5,212 as pilot in command; 1,765 on instruments
- Last flight review: September 11, 2017
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 206 hours in all; 13 in this make and model; 19 in the last 90 days; 11 in the last 30 days; 146 as pilot in command
- Last flight review: April 28, 2017
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 9,460.3 hours
- Last inspection: annual inspection, March 6, 2018
- Maximum gross weight: 3,900 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Lycoming O-360-A1G6D (piston); 9,361 hours total
- Engine 2: Lycoming LO-360-A1G6D (piston); 7,645 hours total
The flight
- Departed from: OSH Oshkosk WI at 7:30 pm
- Destination: OSH Oshkosk WI
- Flight plan: none
- Runway 36, 8,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 270° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 36°F (2°C), dew point 14°F (-10°C)
- Altimeter: 29.95 inHg
- Observation at 8:53 pm from KOSH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on July 5, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Photo | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.